Magnetic brake



NOV. 24, 1936. 1' SCHQEPF M v 2,062,192

MAGNETIC BRAKE Filed Nov. 27, 1934 3 Sheets-Sheet 1 AT 7' ORA/f K5 Nov. 24, 1936.

T. H. SCHOEPF ET AL MAGNETIC BRAKE N0 24, 1936- T.` H. scHoEPF E1- AL, 2,062,192

MAGNETIC BRAKE Filed Nov. 27, 1934 3 Sheets-Sheet 3 'n MB "reacted Nev. 24,

' UNITED STATES PATENT-:OFFICE appllccacn Nc'vembec 21, 1934, sei-icl Nc. 155,024

MAGNETIO'BBAKE I meedere n. sclwep'f and pavia n. oln-V cinncmomceesslgncrncrneolneinnaurnction Building Co., Cincinnati, Ohio, a corporatign of Ohio,

MAR 19 1940 f tbe`event' the main power source is disrupted whilethe car is-r'lmning or at This power source-may be a trolley wheel, harp and pole en- Y gaging a trolley wire or a contact shoe engaging z2 claims. (ci. sos-' s) designated :s comprising en cir cylinder lowingA a piston 26, piston rod 21 and a spring 2l resisting the movement oi' the piston'and piston rod. Air from the pipe 23 is introduced on the side oi' the piston 2li opposite to that on which is located the 5 lspring 28.- The free end oi the piston rod 21 carries the contact head 29 which is adapted to successively engage with and bridge the cona third rail. In any event, the disruption of the mainpower circuit will result inthe application 'of the rail Abrakes in order to bring the car to rest.

It is a further object to provide for a magnetic rail brake, means to energize it, and means to position it normally operable from -the motormans positionat his contmller` and to provide in combination .with it automatic means for applying therailbrake in the event that the main power source is disrupted.

Referring to thedriwings, Figure l is a diagrammatic view lin\.section showing 'the arrangements-oi' 'the several parts when thecar` Vis running oratrest. The braking mechanism is inoperative andgthe niain vpower source is connected in circuit. FlgureZisa-similarviewwiththecpartsin position for a normal application of the magnetic Figure 3 is a similar'view with the main power ceses with che emergency-air une 2|, zo and is,

erative from any cause., lIn the chamber I2 of the emergency valve IIthereisaspring-IJ surrounding the rod Il. The springf serves to push upwardly the piston valve member Il has a valve head I! which controls lthe ilow oi' air through the opening I'lin the partition Il.

when and it the power source becomes inap- The partition It separates the chamber I2 from l `the'cllamher I9. The chamber I9 is supplied with compresed air from the pipe 2 II and tank 2|. The tank 2l is supplied with air at a constant 'pressure by any well known means. A space 22 between the partition II and valve mem- 'ber-II is connectedto a pipe 23.: I'he chamber l2 is connectedby the Pipe 2l to the pipe 23.

flhepipe 23leadstoacircuitclosingmeans mets so, 3|, a2 and' as ln the respective rail brake shoe applying circuit and rail brake shoe magnetv energizing circuit. I

Rail Ui'ake'shoe applying circuit The source ofelectric'al power may be a trolley wire or third rail or. any other means of supply- 4ing current. In this instance it is designated 34,'

It supplies current through the wheeLand harp 35, pole 36 and thence through the wire 3l, re-

sistance 3l, solenoid coil 39 or as sometimes called switch closing member 29, contact 3|, wire 42 and-solenoid coil I3 to ground M. 'Ihe energization of thecoil I3 actuates the/solenoid core 45, which in turn moves throllh suitable interme- 25, diate devices such as levers or any( other means designated generally at 46 theirail brake shoe Il into engagement withthe rail indicated'at 48. Thei shoe is normally maintained either by springs, pneumatic or hydraulic pressure or any '30 other suitable means a sate distance fromLthe rail. This is vusually from two to three inches and s'ufdcietly remote customarily from the rail to be out of any active magnetic zone. Ordinarily it would be. too expensive to provide a magnetic rail shoe which could be drawn from such a -remote position into engagement with the rail so that it is desirable to move the shoe into prox- -imity with the rail 48 beiore completing the energization of the rail brake magnets. These suspen- 4,0

sionv means are designated generally 49. By the takes place when it is desired to apply or position the brake shoes to the rails to check the speed ofthe train or to vboth check it and stop thel train. By turning the handle 2, air fromI the contact engegec points :n and 3|, the result as is to ca'use a movement in the solenoid core 46 to actuate mechanism 46 which causes a movement of the brake-shoe 59 from its normal suspended safe position above the rail, to a position within the magnetic ileld between the brake-shoe and the rail.- While these actions are taking place, and they are practically instantaneous from the time the contact 29 engages points 99 and 9|,.

the continued air pressure on the piston 29 will move the contact 29 into engagement with the points 92 and 99. `This closes the circuit which magnetized the magnet coils 59 and creates a magnetic field` between the brake shoe and the rail. The shoe snaps down-.on the rail and by its application to the rail, theispeed of the train is reduced, and if continued long enough will stop the train. So that when the train is to be slowed down in speed, or both slowed down and actually stopped, the air controlling handle 2 is manipulated as stated and the rest ofthe operations immediately take place. i

Rail brake shoe applying circuit Upon the contact member'29 being moved into engagement with the contacts 92 and 99, the' following circuit is established. connected with the wire 49 is connected with the contact 32. The contact 99 is connected-to the wire 52, winch in turn' is connected to lthe magnet coils 59 in the rail brake shoe 41. These coils are in turn connected with the ground I4. The energization of the magnets serves to draw the rail brake shoe down into braking engagement from the position 59 into the position designated as 55 in engagement'with the rail. The rail brake shoe applying circuit may be continued until the speed oi the train is reduced as desired, or until the train is stopped.

Rail brake emergency circuit rupted, the solenoid coil 99 is deenergized so that v its solenoid core 56, which is a part of and forms a piston rod for the emergency controller air valve 51, is permitted to move downwardly-under the force of the spring 59 behind the pistonv 59 working in the valve 61. This results in permitting air to ow'from the pipe 99 to the pipe 6|. The .pipe 69 is supplied 'with air either from the tank 2| or another tank 62. The tank 92 is suitably supplied with a constant pressure of air. Compresed air is therefore applied at 99 behind the piston 64 compressing the spring 95. This serves to move the piston rod 69 which is connected to the arm 61 on the drum controller 99. The'opening through which the piston ro'd 99 passes yis slightly larger than the rod and consequently air in the space 69 will exhaust under the pressure of the spring`,against the lower side of the piston 64. See Fig. 3 particularly. This provides for the return movement of the piston 66. .l

` For the purpose of. clarity. the internal contactsand vthe wiring of the controller 99 are shown on the left hand of the drawings. The

vapplication of the air Ias described serves to close the contacts on the controller and'to bring ln Acircuit with the rail brake shoe applying circuit and the rail brake shoe energizing circuit an emergency source of electrical energy such as the battery 69.`

This battery is connected by' the wire 19 to the contact terminal 1|'. The other side of the battery is connected by the wire 12 to the terminal 13. 'I'he terminal 14 is connected The wire 5|- aoaaioa v by thejwire 1l to ine solenoid eoii 1t which has its core 'I1 connected to and a part of the piston rod I4 in the emergency switch valve The other side of'the coil 19 is connected by the wire 19 to the terminal 19. 'I'he terminal 99 is connected by the wire 9| to the line 4| of the rail brake shoe applying circuit. The terminal 92 is connected by the wire 99 to the wire 5| ofthe rail brake energizing circuit. The controller 99 is provided on its drum with a. plurality of contact'ngers. Contact flngers 94, 95v and 99 which are connected together by the line 91 engage respectively the contacts 1|, 92 and 19.

'Ihe contacts 99. 99 and 99 that are connected together by the wire 9| respectively engage the contacts 99, 14 and 19. A

When the controller is moved sthat the contact fingers 94, 95, 96, 99,-99 and 99 make contact with the contacts 1I, 92, 19,99, 14 and 19, the following events take place. 'I'he coil 16 is energized and the valve 'I6 opens the port |1, permitting` the application of airfrom the tank 2| through pipe 29, chamber I9, port I1,- chamber 22, line 29 to move the contact controlling piston i A 26 so that the contact "member 29 engages the terminals 99 and 9|. l This results in energizing the circuit, battery 69, line 12, terminal 19, contact ilnger 99, wire 9|, contact ilnger 99, contact sn, une ai une u. terminal n terminal ai, iinev 42, solenoid eoii u, solenoid eore u, thence to ground 44.

It also results in closing the circuit 92, 6|, 99,

92,95, 91, 94, 1|, 19, battery 69, 12, 19 and thence through the controller to the line 9|. This serves Ito energize the rail brake shoe applying circuit through the wire52 and coils 59 to the ground Method of operation I6 and applying the air `for making contact to.

close the rail brake shoe applying circuitv and rail brake shoeenergizing circuits so that the operation of the mechanism may continue as heretofore described in its normal operation. It is to be understood that the foregoing description `relating to the operation oi' theapparatus when straight air is used and when the emergency air is used, comes to this:

(a) That when conditions of the apparatus are normal and the straight air" is to be used, the handle 2` of the air valve is turned to let the straight air supply pass from the feed pipe 9 to the distributing pipei. This pipe, as the parts are shown in Figures 1 and 2, will discharge straight air into the chamber |2 of the emer-l From chamber I2 the air y gency air valve passes to the branch 24 of .the pipe 29 and thence into the cylinder 25 with the result of moving in touch with the 'circuit terminals 99, 9|, 9 2 and 99, whereby the brake shoe is energized and applied ox positioned with -respect to the rail, which results in the magnetic force between the shoe and the rail acting to give the nal instantaneous Athe piston to the right to place the contact 2916:

* 1,082,152 short movement of the shoe downward andv used to ac tuate the piston 2l in the cylinder 25 to advance the switch 29 into contact with the terminals 33, 3l, 32 and 33, for the purpose and with the result ,iust stated, then the auxiliary air supply comes into action. The emergency air is found in tank 2l, for instance, and through the pipe the air under pressure in such tank is delivered into the chamber I3 of the valve Il, withA the parts in the position shown in Figure 3. The valve I5 and its upper valve portion I6 have then been lowered, which closesoif the straight air line 5 and lets the emergency air pass through the port I1 and thence into the pipe 23 and from there into the cylinder to actuate the piston 26 which places the switch 28 in contact with said several terminals 30, 3l, 32 ,and 33, as also shown in Figure 3.

(c) That as the switch 29 makes contact with the terminals 30 and 3i, the circuit for `applying or positioning the shoe with respect to the rail is closed, and as the switch proceeds quickly to reach terminals 32 and 33, the circuit which energizes the brake shoev becomes closed and the shoe is energized.

' These two acts of applying or positioning and energizing the brake shoe are practically simu1` -taneous so quick is the movement of the switch in making these contacts with these four terminals. p

It will be understood that we desire to comprehend withinthis invention such modications as may be necessary to adapt it varying conditions and uses.

Having thus fully described our invention, what `we claim as new and desire to secure by Letters Patent, is:

l. In a rail-brake system, the following instrumentalities: (a) magnetic rail-brakes; (b) means for-applying or positioning and energizing them; (c) a primary source of electric current: (d) a secondary source of electric current; and (e) Ameans for supplying said magnetic rail-brakes with current from the secondary sourceshould the primary source fail.

2. In a rail-brake system, the following instrumentalities: (a)v a magnetic rail-brake; (b) means for positioning or applying said rail-brake with respect to the rail; (c) means for energizing said rail-brake to causeit `to magnetically bear on the rail; -(d) a main-power-source for so energizing the rail-brake; (e) means selectable at will for connecting said rail-brake applying orpositioning and energizingmcans to such power source; (i) a supplementary power source; and (gl means which, upon the failureof the main-power-source, will automatically connect said brake-applying or positioning and brake-energizing means to such supplementary power source; whereby upon the disruption of the main-power-source the railvfor applying or positioning said magnetic railbrake; (c) means for energizing said magnetic v.rail-brake; (d) means operable at the will of the operator for applying or positioning and en'- gizing said magnetic rail-brake; and (e) means for automatically applying or positioning and energizing said magnetic rail-brake irrespective of lthe action of the operator.

gizing said rail brake irrespective of the action of the operator; (f) and means for supplying electrical energy which is utilized when the operator applies or positionsgand energizes the rail brake; and (g) means for supplying a.' different sourc'e of electrical energy when the rstmentioned source is disrupted. i A

5. In .a rail-brake system, a magneticl rail brake, means to energize said brake, means for moving said brake into position where its energization will nally apply it to a rail,. means under the control of an operator for actuating Said rail brake applying and energizing means in succession, and means out of the control of the operator for applying and energizing said rail brake automatically. 6.In a rail-brake system, a magnetic rail brake, means to energize said brake, means for moving said brake into position where its energization will flnally'apply it to a rail, means under the control of an operator for actuating said rail brake 'applying and energizing means in succession, and means out of the control of the operator for applying and energizing said rail brake automatically upon the failure of a main power source for applying and 'energizing' the rail brake.

7. In a rail-brakehsystem comprising magnetic rail brakes, means to energize the rail brakesl for braking on a rail, means for selectively energizinggizing said rail brakes at the will of an operator,

means for energizing said rail brake automatically irrespective of the will of the operator, a

main power source and a supplementary power source, said rst mentioned power source being utilized when the operator energizes the rail brake and said supplementary power` source being utilized automatically when the main power source fails. I

9. In a rail-brake system, a magnetic brake shoe, electrically actuated means for moving said shoe into braking position, a circuit therefor, a magnetizing circuit, means of supplying electrical energy from a main power source to said circuits, an air operated means adapted to open and close said circuits, means of controlling said air comprising operator controlled means when the system is supplied withcurrent from the main power source, automatically controlled means for opening and closing said circuit when the main Vpower source is inoperative, and a supplementary .power source for connection in the circuits in such an event;

10. In amagnetic brakev system, a magnetic brake, a main power source, meansn to connect said magnetic brake thereto for magnetization thereof, means for opening and closing the connection thereto of thermain power source with the magnetic brake, a supplementary power.

source likewise adapted .to be connected to said magnetic brake, and, means adapted to operate to automatically connect the supplementary power source when the main power source is rendered inoperative.

11. In a braking system,- a-main supply of air, a controller for applying air, a closing switch operatednby said air, a supplementary air supply adapted to operate said switch, means for selecting the source of air to be utilized for closing the switch, a mainelectrical power source, a magnetic brake adapted to be energized and applied thereby, the connection betweenthe brake and the main power source being regulated by said switch, and means for operating said switch automatically from the supplementary air supply in the event the main power source fails.

12; In a braking system, a main supply of air, a controller for applying air, a closing switch operated by said air, a supplementary air supply adapted to operate said switch, means for selecting the source of air to be utilized for closing the switch, a main electrical power source, a magnetic brake adapted to be energized and applied thereby, the' connection between the brake and the main power source being regulat'ed by said switch, means for operating said switch automatically from the supplementary air supply in the event the main power source fails, and a supplementary electric power source adapted to be connected into the circuit with the magnetic brake upon the failure of the main electric source.

13. In a braking system, a main supply of'air, a.V controller for applyinglair, a closing switchV4 operated by said air, a supplementary air supply adapted to operate said switch, means fori selecting the source of air to bev utilized for closing the switch, a main electrical power source, a magnetic brake adapted to be energized and applied thereby, the connection between the brake and the main power source being regulated vby said switch, means for operating said switch automatically from the supplementary air supply in the event the main power source fails, a supplementary electric power source adapted to be connected into the circuit with the magnetic lbrake upon the failure of the main electric source, and means associated with the supplementary electric power source for switching the supply of air from4 the main air supply to the supplementary air supply. Y

14. In a braking system, a main supply of air,

a controller for applying air,l a closing switch operated by said air, a'supplementary air supply adapted to operate said switch, means for selecting the source of air to be utilized for closing the switch, a main electrical power source, a magnetic brake adapted to be energized and .applied thereby, the connection between thebrake and the main power source being regulated by said switch, means for operating said switch automatically from the supplementary air supply in'the event the main power source fails, a supplementary electric power source adapted tobe connected into the circuit with the magnetic brake upon the failure of the main electric source, means associated with the supplementary electric power source for switching the -supply of air from the main air supply to the supplementary air supply, and means of connecting the supplementary electric power source into the circuit by actuating it from a supplementary supply of air when the main electric power source fails.

p 15. I n a braking system, a magnetic brake, an

electric circuit means for applying or positioning and for energizing said brake, a switch (as 29) for connecting said electric circuit means to a main electric source, a supplementary electric source (as 69), means of connecting said supplementary electric source into the circuit, means of controlling said connection to the supplementary electric source for the connection thereof when the mainpower source fails, and a source of air under pressure for actuating the means whichl connects the supplementary power source in circuit.

16.k In a braking system, a magnetic brake, an

electric circuit means for applying or positioning and for energizing said brake, a switch (as` 29) for connecting said electric circuit means to a main electric source, a, supplementary electric source (as 69) means of connecting said supplementary electric source into the circuit, means of controlling said connection to the supplementary electric source for the connection thereof when the main power source fails, a source of air under pressure for actuatingthe means which connects the supplementary power source in circuit, and means connected with said supplementary air source for closing the switch for connecting with the main power source or the supplementary electric power source to the magnetic brake.

. 17. In a braking system, a magnetic brake, an

' electric circuit means for applying or positioning and for energizing saidbrake, a switch (as 29V) for connecting said electric circuit means to 4a main electric source, a supplementary electric source (as 69), means of connecting said supplementary electric source into the circuit, means of controlling said connection to the supplemen- -tary electric'source for the connection thereof when the main power source fails, a source of air under pressure for actuating the means which connects the supplementary power source in circuit, means connected with said supplementary' air source for closing the switch for connecting with the main power source of the supplementary electric power source to the magnetic brake, a main air source and a controller for manually controlling the closing of the switch means by.

the main air supply.

18. In a magnetic brake system, a main electrical supply, a supplementary electrical supply, a common circuit for energizing and applying a magnetic brake, a magnetic brake having ener- Sizing and applying means, a common switch for closing the` applying and energizing circuits, a switch for connecting the supplementary supply in circuit, means controlled by the main power circuit for rendering said switch inoperative until the main power circuit fails, power means for then actuating said switch means to close it to connect the supplementary electric power source, and means for connecting said power means to actuate the switch closing means to connect the magnetic brake to one of said electric power sources. I

19. In a magnetic brake system, means of s pplying a main air supply, a controller there or, means of supplying a supplementary air supply, an automatic switch for selecting the application of the respective supplies, a closure switch actuated by either of said supplies, electric circuits for energizing and applying` magnetic brakes, magnetic brakes and applying means, a main power circuit adapted to be connected thereto, means in the main power circuit for rendering a supplementary electric power circuit inoperative unti1 the main power circuit fails, a supplementary electric power source, means Aconnected thereto for operating the selecting means for applying the air, and means by which said supplementary air source can tary electric source in circuit.

20. In a magnetic brake system, a main air supply, a controller, an emergency switch valve cooperating with an emergency air line, a supplementary air source, an air actuated closing switch, a magnetic brake, amagnetic brake circuit, a, main power circuit, a Ysupplementary power circuit, means in the supplementary power circuit for actuating the emergency and means actuated by the supplementary air for connecting the supplementary electric power source in circuit when the main power source goes out of circuit.' p

21. In combination in amagnetic brake system, a magnetic. brake, a circuit for applying and energizing the brake, a main power source, a supplementary power source, air operated switch means for connecting the supplementary connect the supplemenswitch valve,

power source rendered operative when the main power source fails, air actuated means for connecting the brake to either of the electric power sources, and means electrically connected to the supplementary power source for actuating said switch when the main power source fails.

22. In combination in a magnetic brake system,

a magnetic braise, a circuit for applying and energizing the brake, a main power source, a supplementary power source, air operated switch means for connecting the supplementary power source rendered operative'when the main power source fails, air actuated means for connecting the brake to either oi. the electric power sources. means electrically connected to the supplemenl tary power source for actuating said switch when the main power source fails, and means for manually controlling the air actuation of said switch means for connecting the main power source to the brake when the main power source is operative.

THEODORE H. SCHOEPF. DAVID M. 

